Switch and signal system



July 9, 1935. A. G. SHAVER 7 SWITCH AND SIGNAL SYSTEM Filed March 2, 1951 2 Sheets-Sheet l INVENTOR ToRNEY" y 1935. A. G. SHAVER SWITCH AND SIGNAL SYSTEM Filed March 2, 1931 2 Sheets-Sheet 2 m A NE 2E2 EC, +5

INVENTOR g mu mawm 7 z 'l m RNEY l Patented July 9, 1935 UNETED STATES PATENT OFFICE 5 Claims.

This invention relates to a switch and signal system for railways and more particularly to means for operation of such systems and supplying energy therefor.

One feature of my invention is the provision of means for generating the power required for the operation of switches and signals at said switches and signals, or for switches and signals in groups.

In the art as heretofore practiced, signals and switches are operated from primary batteries, or from storage batteries of the portable type or stationary type, charged from some convenient source of electrical energy. oftentimes it has been necessary to run special power lines to the site of the switches and signals to be operated. Such types of construction are not entirely satisfactory in that they are expensive and risk of power failure is involved.

In the examples of my invention disclosed in this application, the systems for switch and sig nal operation are so designed that the energy required is generated from a local power plant caused to be operated automatically by passing trains, or otherwise.

Various other objects, advantages and characteristic features of the invention will be in part apparent and in part pointed out as the description progresses.

In disclosing the specific embodiments of the invention illustrated in detail, reference will be made to the accompanying drawings in which:-,

Fig. 1 shows in a diagrammatic manner, the wiring and arrangement of apparatus embodying my invention where one source of energy is used in the operation of the switches and signals.

Fig. 2 while showing practically the same track arrangement as illustrated in Fig. 1, differs in detail of wiring arrangement and provides two sources of power, one for signals and one for switch operation.

Fig. 3 is a diagrammatic showing of a somewhat different form of power plant, including an alternating current generator, where energy of different voltages may be supplied for the operation of switches and signals.

Similar reference characters refer to similar parts in each of the several views.

In Fig. l is shown a main line stretch of track containin a switch SW normally set for train movements along the track, but adapted to be set for train movements from the main track to the siding. Signal 1 governs trains over the switch along the main track in the direction of the arrow. Signal 3 governs trains from the main track over the switch into the siding. Sig- (Cl. Z46219) nal 2 governs trains along the main track trailing over the switch. Signal 4 governs trains from the siding to the main line. Each signal, as illustrated, is of the type; and for each the stop indication is designated R and the proceed indication is designated G. The two indications for signal I are, therefore, IR and IG respectively. Each indication for the other signals is similarly designated.

The switch SW is operated and locked in each the normal and reverse position by mechanism SM. The normal position of the switch is sometimes referred to as the closed position, and the reverse position as the open position. M is a motor operating the mechanism SM. Relay S is a local relay which functions to supply energy to the motor M and to control signal I. It is normally lie-energized and controls back contact 32, front and back contact 23, and back contact l8.

Normally de-energized relays PI and P2 control the respective front contacts 8 and i M and are operated in circuit with inductors RI and R2 respectively. Inductors RI and R2 are so located in the roadside as to be in position for inductive relationship with train carried inductor E as the train passes by.

E is a train carried inductor in circuit with the magnet Q, a source of energy G, the thermal relay TH and the switch H. The thermal relay TH normally maintains its contact closed, but, when current passes through its circuit for a prescribed time, the contact opens de-energizing the circuit.

Tl, T2 and T3 are relays for track circuits in the track stretch. There are other track circuits not shown, for control of the various main line signals, but which are not essential to be specifically described in the description of this invention. Relay TI is normally energized and controls front contact 52. Relay T2 is normally energized and controls front contacts 29, 38, 5|, I l and 2 I. Relay T3 is normally energized and controls back contact 15.

Relays Cl, C3, C2 and C4 are the control relays for the signals I, 3, 2 and A respectively. Control relay Cl is normally energized and controls contacts, front and back 10, and backs 8i and 88. Relay C3 is normally de-energized and controls front and back contact 60. Relay C2 is normally energized and controls front and back contact 83 and back contacts 90 and 62. Relay C4 is normally tie-energized and controls front and back contact 11.

SE is a circuit controller connected with and operated by the switch SW, so that circuit contacts are opened and closed in correspondence with the position of the switch; that is, 42 and 4% are open with the switch in the closed or normal position and closed when the switch is in open or reversed position; and 34 and 57 are closed in the closed or normal position of the switch and open in the open or reversed position of the switch.

PB is a circuit controller whose contacts are established in the closed position only when the switch SW is in position and locked. I3 is a hand switch, intended to be used in case the switch SW is in the reverse position and it is desired to return it to the normal position. H is a hand switch intended to be operated when, for some reason, it is desiredto reverse the switch SW. l l3 illustrates a hand operated switch stand which may be used to open and close the switch SW when a train is not in the vicinity or when, for any reason, the power equipment for the switch is out of order.

The circuit controller mechanism CK, shown diagrammatically in the drawings, is so constructed that as the motor M is completing its rotation in one direction to open the track switch, the circuit controller CK is moved to complete the motor circuit through conductor 28 for closing'the track switch; and when the motor M is near its completion of operating mechanism SM to close the track switch, circuit controller CK again operates to again make the motor circuit complete through conductor 24.

Within the frame FR of Fig. 1 is illustrated an automatic power plant for furnishing energy for the operation of the switch SW and the various signals, and relays therefor, controlling over the stretch of track. 7

GE is an engine, preferably the gasoline operated type, direct connected by a coupling CPL tothe generator GEN. ST is a starting motor, adapted to be connected by the clutch'CL with the engine GE when the motor is started in operation. RHE is a rheostat in the shunt field winding of generator GEN for varying the output voltage of the generator as may be required. RG is a normally ole-energized relay connected across the terminals of the generator GEN, and desirably so designed as to be energized when the voltage of the generator GEN has reached the proper point for charging the battery B2 and for furnishing energy to the various circuits. Front contact Hi3 and back contact 94 are controlled rent from the generator GEN to the battery B2.

PS is a relay for the control of the power plant. It is normally de-energized and controls the front contacts 9! and 91.

The train carried circuit includes inductor E, conductor l, electro-magnet Q, conductor 2, generator G, thermal relay TH, conductor 3, switch H normally open, and conductor 4. 7

The circuit for relay PI includes inductor Bi, and conductors 6 and l. The circuit forrelay P2 includes inductor R2 and conductors l and I01.

Each of the track relays as Tl, T2, etc., are connected to sections of track rails, TRl and TRZ,

, separated by insulated joints J, with a track battery as BY also connected to the track rails, furnishing energy in each case.

The circuit for control relay Cl comprises common conductor B, contact 29, conductor 30, relay coil Cl, conductor 3|, back contact 32, conductor 33, contact 34, contact 35 and conductor 44, leading to various other controlling contacts within the block and battery. The circuit for control relay C3 comprises battery B2, conductors M and 3?, contact 38, conductor 39, relay coil C3, conductor 4|, contact 62 normally open, contact 43 and conductors 44, H5, 21 and i5. Control relay C2 comprises common conductor B, conductor 5 5, coil of relay C2, conductor 55,

contact 56, contact 57, conductor 55, contacts 51 and. 52 and conductor 53 through other controlling means for the block to battery. Control relay C4 comprises common conductor B, conductor 45, coil of relay C 5, conductor 47, contact 48, contact 9 normally open and a connection to conductor 50 thence on to battery including the rest ofthe circuit for relay C2.

The circuit for signal indication BR includes battery B2, conductors l land l2, lamp of lR, conductor 13, back contact TE] normally open, conductors H and 6 I, back contact 9 6 normally open, and conductors 2i and E5 to battery. The circuit for signal indication HG includes battery B2, conductors l4 and 55, lamp of lG, conductor 68, contact 'lii, conductors H and El, back contact 9i? normally open, and conductors 2i and H5. The circuit for signal indication 3R includes battery B2, conductors M and 53, lamp of BB, conductor 64, back contact 65 normally closed, conductor 6 I, back contact 98 normally open and conductors 21 and 15. The circuit for signal indicationtG includes battery B2, conductors M and 53, lamp of 3G, conductor 59, front contact 5% normally open, conductor 6 i back contact 98 normally open and conductors 2'! and E5. The circuit for signal indication 2R includes battery B2, conductor "M, lamp of 2B, conductor 86, back contact 83 normally open, conductor 82, back contact iii normally open, and conductors 881, 25, 2'? and i5. The circuit for signal indication 2G includes battery B2, conductor id, lamp of 2G, conductor 34, front contact 83 normally closed, conductor 82, back contact 8i normally open and conductors 85, 25, 21 and E5. The circuit for signal indication R4 includes battery B2, conductor Hi, lamp of Rt,

conductor '13, back contact ll normally closed,

conductor it, back contact '55 normally open and conductors i4, 27 and I5. The circuit for signal indication 4G includes battery B2, conductor l4,

lamp of 4G, conductor '59, front contact l! normally open, conductor 15, back contact 55 normally open and conductors l4, 2? and 85.

When P2 is energized, it closes front contact H4, connecting by conductor H5, between conductors 9 and 21. When relay Pi is energized, it closes front contact 8 connecting through conductor l6 between conductors i3 and 27. The circuit for relay S to energize the same, includes battery B, conductor l4, hand switch it, front contact H, conductor it), coil of relay S, conductor 9 and either front contact I M or contact 8 closed and conductors Zl and iii to battery B2. When the relay S is energized, closing the contact i8, then it is included in a stick circuit, same as above disclosed, excepting conductor ll, front contact it closed and conductor is connect between conductors 9 and I5 in parallel with the contacts H4 front contact 2!, conductor 22, front contact 23 P closed, conductor 24, circuit controlling device CK, motor M, conductors 25, 25, 2'5 and !5. The circuit for motor M to close the switch comprises battery B2, conductors l4 and 25, front contact 2|, conductor 22, back contact 23 closed, conductor 28, circuit controlling device CK, motor M and conductors 25, 26, 27 and 55. The circuit for relay PS to energize the same, includes battery B2, conductor I l, coil PS, conductor 3, back contact 88 closed, conductors 8Q, and 55. Instead of contact 88 being closed to energize relay PS, contact 62 in parallel circuit with contact 88 may be closed, connecting between conductors 2! and 8'! via conductor The circuit for starting ST comprises battery B2, conductors l4 and front contact 9! closed, conductor 92, motor onductor back contact 9 and conductors and The ignition circuit for gasoline engine comprises inagneto conduct r front contact 9! closed and conductor 23. The circuit for relay RG includes source or" energy GEN and conductors H39 and lot. The circuit for charging tery B2 includes conductors ice and lo l, reverse current means VAL, conductors too and bat 1' connecting the main line with the sidin The arrangement of the track, the track circuits, the si nals, the mechanism for operating the switch, etc, are practically the same as shown in Fig. 1. Fig. 2 differs from Fig. l, in general, in that, the swi ch is not controlled from apparatus on train that the power plant is arranged with two source. of energy, one source for the aiting rnotor, signals and relays, and the other source for the operation of the switch.

As in Fig. l, the switch is operated and locked in each the normal and reverse position by mechanism SM. M a motor operating the mechanism SM. Relay S, which is normally ale-energized, functions to supply energy to the motor M and to control signal and back contact it and front contact I69.

The track relays are arranged and controlled similarly as described under Fig. l. Relays Ci, C3, C2 and C4 are the control relays for the signals 3, 2 and i respectively. Control relay Ci is normally energized and controls contacts front and back 253 and back contacts and 28?. Relay C3 is normally d-e-energized and controls front and back contact 253 1. Relay C2 normally energized and controls front and back contacts 2'23 and back contacts 22'! and Relay C4 is normally de-energized and controls front one. each contacts 2 i 1. SB is a circuit con roller cornected with and operated by the switch SW, so that the circuit contacts are opened closed to correspond with the position of the swit h; .t is, and 20! are closed wit". the switch in t e close or normal position and open when the c is in the open or reversed position; 588 and are open with the switch in t clo d or norm position and closed when the ch is in open or reversed position; and contact is open with the switch in the normal or position and closed while the switch is i e open or reverse position and while be to from that position. PE is a c-:cuit controlle whose contacts are established in closed position only when the switch SW is in position and locked, the same as in the case of Fig.

The hand operated switches l3 and H0 and containing a switch SW adapted to the switch stand H3 are used for the same purpose as described in Fig. 1.

The circuit controlling device CK o crates in the same manner as described und-r Fig. 1.

Within the frame FR2 of Fig. 2 is illustrated an automatic power plant furnishing energy for the operation of the switch SW, the starting motor ST! and the various signals and rela s. In this arrangement there is a source of energy, generator GNZ and battery B4, for the switch and another source of energy, generator Gl\ and battery B3, for the starting motor, the signals and relays.

GE! is an engine, pr ferably a gasoline engine or one of the internal combustion type, connected by couplings CPL with generators GN i and GN2. ST! is an electric starting motor adapted to be connected by the clutch CL to the engine GE-i. RH! and R312 are rheostats the shunt field windings of the generator GN! and GNZ respectively for varying the output voltage of these respective generators as may be required. RG! and RG2 are normally ole-energized, connected across the terminals of the respective generators (3N! and GN2 and each is so designed as to be energized when the voltage 01 its respective generator has reached the proper point for charging its respective battery and for furnishing energy to the respective circuits.

Relay RG! controls front and back contact !29. Relay RG2 controls front contact Hi9. EB! is a battery or magneto furnishing i nition energy for the engine GE! VM and VL2 are valves, or means, for preventing the flow of current from the respective batteries B3 and B l to the respective generators GNi and GNZ, under such circumstances as when the voltage of each generator is under that of its respective battery. However, these reverse current means, VLi and VL2, permit the flow of current from the respective generators GNi and GN2 to the respective batteries B3 and B4. As indicated, VL! and VL2 are on the order of electrolytic cells which pass electric current in one direction, but not in the other direction.

The governor GV is connected on the end of the common shaft for the gasoline engine GE! and generators GNi and GNE, or it may be otherwise associated with engine GEi. It is of the ordinary reciprocating type, normally maintaining contact !25 closed, but as the engine GE! builds up speed to a prescribed point, the arms of the governor GV straighten out against the tension of the spring I23, opening the contact H26 in the circuit of the starting motor ST! causing this latter to stop.

PS is a relay for the control of the power plant. It is normally file-energized and controls the front contact !24 and I39.

The circuit for control relay C! comprises common wire B from battery, contact ill, conductor H8, relay coil Ci, conductor H9, back contact conductor !B!, contacts i632 and 583 and conductor 84 through other controlling means of the block, as relay of track circuit T l, to the battery. Control relay C3 comprises battery B3, com ductors I26 and 1'85, contact 685, conductor r81, relay coil C3, conductor MBA, contacts i88, normally open, and i539 and conductors sec, 226, ii H2 and I353 to battery B3. Th circuit for control relay C2 comprises common wire B from battery, coil of relay CZ, conductor ass, contacts 285 and 28!, conductor i275 and contacts H6 and m, to and through other controlling means of the block to battery. The circuit for control relay C4 comprises conductor B from battery, conductor 19!, coil of C4, conductor i552, contacts I93 and I94, normally open, thence a connection with conductor H ofthe circuit of relay C2, through other controlling means in the block to battery.

The circuit for signal indication iR. comprises battery B3, conductors E28 and 2 i l, lamp i R, conductor 2i 5, back contact 2 it normally open, conductor 26, back contact 22l normally open and conductors il i, H2 and 538 to battery B3. The circuit for signal indication iG is the same as above described, excepting that from common conductor 52G, conductor 2i i, lamp lG, conductor 2 i2 and front contact 2 it, normally closed, are in parallel with a similar portion of circuit IR. The circuit for signal indication 3R. includes battery B3, conductors lZE, Zi l, lamp 3R, conductor 209, back contact 2%, normally closed, conductor 286, back contact 22l normally open, and conductors H4, H2 and i353 to battery B3. The circuit for signal indication 3C- is the same as'that described for SR, excepting from conductors iZii to 266, conductor 2&2, lamp 3G and conductor 203 are in parallel with a similar portion of circuit for indication 3B. The circuit for signal indication 2R includes battery B3, conductor E28, lamp 2R, conductor back contact 223 normally open, conductor 22%, back contact normally open, conductors 22%, H5, H2 and 35 to battery B3. The circuit for indication 2G is the same as that for ER, excepting for the partial circuit connecting from conductor H23 through lamp 2G, conductor 222 and front contact 223 is in parallel with a similar portion of the circuit for 2B. The circuit for signal indication 3R includes battery B3, conductor i as, lamp 4R, conductor 2! 6, back contact 28? normally closed, conductor 258, back contact 2H9 normally open, and conductors H4, H2 and iii-E to battery B3. The circuit for signal indication lG is similar to that of signal indication 4R, excepting that from conductor i253, lamp iG, conductor 22% and front contact Zll' are in parallel with a similar part of the circuit for the indication 4R.

Circuit closing contacts Xi and X2 are located along the track in such position as to be reached from a train to be closed for the operation of the switch SW when such operation is desired, or these contacts may be arranged to be closed by the dispatchers selective system or in some other manner. tablished comprises conductors H3 and E65, coil of relay S, conductor 9%, hand switch 53, front contact E58, conductor i253, battery B3 and conductors E38, M2 and iii. Similarly when switch X2 is closed, it establishes a circuit comprising conductors i it and 9&9, coil of relay S, conductor Hi9, hand switch it, front contact 858, conductor E20, battery B3 and conductors E35, H2, H4 and H5. When either Xi or X2 is closed, which is presumed to be but momentarily, relay S is energized and when energized, establishes a stick circuit for itself through contact we so that the circuit for relay S now comprises battery B3,

' conductor 5253, front contact 553, hand switch 1%,

Conductor i553, coil of S, conductors 5% and H3, front contact 56% and conductors I70, ill, H2

and 39 to battery B3.

When contact Xi is closed, the circuit es mal, is the same as the next above described circuit, excepting the contact 54 on its back point and conductor i571 are now included in the circuit instead of contact i54 on its front point and. conductor E56.

The circuit for relay PS to energize the same includes battery B3, conductors i283 and 2st, coil of relay PS, conductor 229, contact 29's normally open and conductors 226, Bi l, H2 and H393. Connecting in parallel with back contact 2M is a partial circuit from conductor 229 to conductor H4, which includes conductor 2G8 and back contact The circuit for the starting motor ST! includes battery B3, conductors iZi and i22, motor STE, conductor 523, front contact i2 5 closed when relay PS is energized, conductor I25, governor controlled circuit contact I26, conductor 528, back contact 29, and conductor E38 to battery. The ignition circuit for engine GEl includes magneto EBi, conductor I38, contact H39 closed,.when PS.

is energized, and conductor Hill. The circuit for relay RGi includes generator GNi conductor E35, coil of relay RGO and conductor lid. The circuit for relay RG2 includes generator GN2, conductor M3, coil of relay RG2 and conductor i 32. The circuit for charging battery B3, includes generator GNI, conductors iii-5 and E36, reverse current means or valve VLl, conductors idl', i2i and i2, battery B3, conductor 938, front contact i 29 closed when RG! is energized, and conductor i 33.

The circuit for charging battery B l includes generator GNZ, conductors M3 and M4, reverse current means, or valve, VL2, conductor M5, contact M6 closed after the switch SW is out of normal position, conductor Ml, battery B l, conductor M8, contact M9, closed when RG2 is energized, and conductor Ml.

In Fig. 3 is shown a type of power plant differing from that of Figs; 1 and 2 in that, alternating current is delivered by the generator. 7 GNA is an alternating current generator. GE is the engine driving the generator GNA. ST is the motor for starting the engine. CPL is a coupling connecting the engine with the generator. CL is the clutch, of some of the well known types, operative when the motor ST is started to connect the motor with the engine.

GV is a governor of the reciprocating or fly ball type connected with the shaft of the generator, or it may be connected directly with the engine, operative at some prescribed speed to open its contact 242. This prescribed speed is that at which experience shows engine GE is generally apt to operate from its own source of energy.

RG3 is a relay connected with the generator GNA and operative to open its contact when the output of the generator GNA is of a prescribed value. EB is a device controlling the operation of the engine, as, for example, the ignition magneto or battery for a gasoline engine. B5 is a storage battery for the operation of the motor ST, and it may be used for other purposes where electric current of the same characteristics is desirable. B6 isa storage battery floated across the leads from the generator GNA and available to furnish energy to the switch and signals when the genera tor GNA is not operating. TR is a transformer for producing a voltage of current different from that at the terminals of the generator GNA. V113 and VLfil are rectifiers for changing the alternating current of the generator for charging the 0|, C2 and S are relays of the same sort and similarly connected as indicated in Fig. 2, and contacts 201 and 228 are intended to have the same function as the similarly designated contacts of Fig. 2. Contact 259 is additional to those shown for relay S in Fig. 2, and it will be observed to be in multiple with contacts 201 and 228 to also control relay PS.

The circuit for relay PS of Fig. 3 to energize the same includes battery B5, conductors 253 and 230, coil of relay PS, and then via either of the contacts 201, 228 or 259, or any two or all three of said contacts in multiple, and conductors I14 and 254.

The circuit for starting motor ST is identical for that of starting motor ST| of Fig. 2.

The circuit for charging battery B6 includes generator GNA, conductors 258 and 241, rectifier VL4, conductor 248, battery B6, and conductors 249 and 251.

The transformer TR. is connected to generator GNA by conductors 241, 258, 250 and 251. The battery B5 is connected to the terminals of the secondary of transformer TR in series with the rectifier VL3.

Operation The various circuits have been heretofore described. With reference to Fig. 1, assume a train operating on the main track in the direction of the arrow, that is, from left to right:

The switch SW is not operated for this movement. With the train in the block of signal 2, for example in track circuit section for relay Tl, contact 52 is opened and relay C2 is de-energized, opening front contact 83 and closing back contacts 83, 99 and 52. The closing of back contact 83 changes the circuit for signal 2 so that indication 2R will be displayed for any approaching oppositely bound train. With contact 9|) closed, the circuit is complete for displaying the indications IG- and 3H. With contact 62 closed, the circuit is completed energizing relay PS to close its front contacts 9| and 91. The closing of contact 9| causes starting motor ST to operate to turn over the engine GE. The closing of contact 91 in the ignition circuit for the engine GE, places the engine in condition to operate by its own power. When the engine GE has speeded up to the point where generator GEN is delivering current sufficient to energize relay RG, front contact I03 is closed and back contact 94 is opened. The closing of front contact I03 places the generator GEN directly in circuit with battery B2 and conductors I4 and |5 leading to the various equipments to be operated. The opening of back contact 94 interrupts the circuit and stops the motor ST.

When the train advances into the track section for relay T2, front contacts 29, 38, 5|, II and 2| are opened. With the opening of contact 29, control relay CI is de-energized, changing contact 10 from front to back and closing back contacts BI and 88. The shifting of contact 1|] from front to back, changes the indication of signal I from IG to IR. Relay C2 remains de-energized and indication 3R remains displayed. The making of back contact 8! closes the circuit for signal 2 so that indication 2R is displayed. The circuits for relay S and motor M are open at contacts II and 2| respectively. The closing of back contact j the section for relay T|, this relay re-energizes closing contact 52.

As the train passes into the section T4, the track relay for that section (not shown) is deenergized, maintaining control relay Ci de-energized, and relay PS continues energized so that the power plant remains in operation. When the train has passed completely into the section T4, track relay T2 re-energizes closing front contacts 29, 38, 5|, H and 2|, and relay C2 becomes reenergized, changing its contact 83 from back to front and opening its back contacts and 62. By the closing of front contact 83, the display of the indication of signal 2 is shifted from 2R. to The indication of signal I is in condition to continue as lit and of signal 3 as 3B, but as the contact 90 is now open these indications are no longer displayed. The power plant continues in operation because relay PS is still energized due to hack contact 88 still being closed.

.As the train proceeds, it clears the block of signal I so that relay C| becomes re-energized, shifting its contact 19 from back to front and opening the back contacts 8| and 88. Because of the opening of back contact 8|, the indication 2G is no longer displayed. The opening of back contact 88 causes relay PS to become de-energized, opening its front contacts 9| and 91. The opening of front contact 9| is of no immediate effect since the starting motor ST is already stopped. The opening of front contact 91 opens the ignition circuit for engine GE so that the engine and its connected generator GEN now come to a stop. As GEN comes to a stop, relay RG becomes deenergized, opening the generating circuit at contact 93 and closing the starting circuit for motor ST so that the latter is in a condition to begin to operate as soon as contact 9| is again closed. With reference to Fig. I, assume a train operating over the main track in a direction opposite that indicated by the arrow, that is, from right to left:

Switch SW is not operated for this movement As the train enters the block of signal for example when it is in section T4, the relay for that section, (not shown) is de-energized, causing control relay C5 to become de-energized, shifting its contacts as heretofore explained. With the back contact 8| closed, indication 2G is displayed. With the back contact 88 closed, relay PS is energized, closing its contacts 9| and 91 and the power plant is placed in operation as heretofore described. As the train proceeds into the section of track relay T2, the latter is de-energized, openits front contacts and control relay C2 also becomes de-energized, shifting its contacts as heretofore explained. Signal indication 2R is now displayed because of back contact 83 being closed. The closing of back contact 90 results in indications IR and 3R being displayed. Since contact 88 is already closed and as contact 62, in parallel therewith is also now closed, relay PS remains energized and the power plant continues to operate. When the train has passed signal 2, the relay (not shown) in section T4 is re-energized, but relays CI and C2 remain de-energized since track relay T2 is de-energized.

As the train continues and has passed partly into the section of track relay Tl, de-energizing same, the indications 2R, IR and 3R remain displayed and since back contacts 62 and 88 remain closed, the power plant continues in operation.

When the train has passed from the section of track relay T2, but is still in the section of track relay T| relay Cl is re-energized so that its contacts are shifted to correspond to the energized condition of the relay The indication of signal I is now shifted from IR to |G. The indication 3R remains displayed. The indication 2R is not displayed, but it is in condition to be displayed as a stop indication when there is a train approaching the signal 2. The power plant continues to operate since contact 62 remains closed. 1 As the train proceeds and clears the block of signal 2, relay C2 is again energize-d, shifting its contacts correspondingly with the result that none of the signal indications are longer displayed and the'power plant is stopped because contact 62 beingopened, relay PS is de-energized, opening its contacts M and 91, the latter stopping the engine GE. With the generator GEN being brought to a condition of rest, relay RG is de-energized, opening itsfront contact Hi3 and closingits back contact as so that the power plant is again in condition to be operated when a train comes within the limits of its controlling circuits. Withreierence to Fig. 1, assume a train operating in the direction indicated by the arr-ow from the main line to the siding:

Switch SW is operated for this movement. With the train in the block of signal 2, as for example the section for relay Ti, control relay C2 is ole-energized, causing signals IG andtR to be displayed. Signals 2 and t are in condition to display indications ER and AR respectively. As the train proceeds, inductor E comes into inductive relationship with inductor RI. The switch H having previously been closed, the circuit for inductor E is closed so that current is induced into the circuit of inductor RE, energizing relay P! to close its contact 8 momentarily. The closing of the contact 8 energizes relay S to open its front contact 32, shift its contact 23 from back to front and close front contact 58. The closing of front contact l8 establishes a partial circuit in parallel with that containing contact 8 so that relay S remains energized in a circuit containing its own front contact, such a circuit being in practice, referred to as a stick circuit. The opening of back contact 32 results in control relay Ci being de-energized, operating its contacts so that the indication iR'is immediately displayed in place of lG. With the contact 23 closed on its front point the circuit is complete so that motor M operates the mechanism SM to reverse or open the switch SW. The first operation of mechanism SM is that of unlocking the switch so that the circuit controller contacts 13, 35, A8 and 56 are opened, placing all of the signals in condition to display the stop indication. When the switch is in the reverse position, the final action of the mechanism SM is to again lock the switch, again closing the circuit controller contacts above referred to. The switch now being in the reverse position, contacts 3 3 and are opened and contacts 42 and 39 are closed. The closing of contact 42 energizes the control relay C3, shifting its contact 60 from back to front so that in- 'dication 3G is displayed showing that the switch ductor will not remain closed dueto forgetfulness on the'part of the train attendant. V As contact 62 is closed when the train entered the block of signal 2, relay PS becomes energized,

closing its front contacts 9! and 97 causing the 4 power plant to operate as heretofore has been explained.v

As the train proceeds into the section for track relay T2, this relay is de-energized, opening its contacts. The control relays Cl, 02 and C4 remain de-energized, due to the now open contacts 28 and 58, andgcontrol relay C3 is de-energized due to its circuit being broken at contact 38. The signal indications displayed are IR, 33 and ER. indication dB is in a condition to be displayed when track circuit for relay T3 is occupied, closing contact l5. With the 'relay.T2 being de-energized, contacts I l and 2! are opened so that relay S becomes de-energized and the circuit for motor M is opened...As contacts 8| and 62 are closed relay PS is still energized and the power plant remains in operation.

When the train'has passed through the section of track for relay T2 into the siding, relay 'Motor M now operates the mechanism SM to move the switch SW from the open to the closed position; This occurs since front contact 2i and back contact 23 are closed. As was before explained, the first function of' mechanismv SM is to unlock the switch, opening the circuit controller contacts 33, 35, 53 and 5% of circuit controller PB. With the switch being closed, the last function of the mechanism SM is' to again lock the switch, again closing the circuit controller contacts of PB. With the switch operating from open to closed position, circuit controller SB is operated so that contacts 42 and 5.9 are opened and contacts 3 and 57 are closed with the result that control relays C3 and C4 are de-energized and control relays Cl and C2 become energized. With the opening of contacts 88 and'62 the circuit for relay'PS is deenergized and the power plant is shut down.

With reference to Fig. I, assume a train on the siding moving to the main track:

The switch SW is operated for this movement. As the train enters track section for relay T3, this relay is de-energized, closingits back contact '75- so that indication AR is displayed. As heretofore explained, the circuit for inductor E on the train is closed by'switch I-I so that on coincidence .of inductor E with inductor R2, relay P2 is energized to close its contact H4 momentarily. This energizes relay S and causes same to be placed in the stick circuit through its contact E8. The shifting of contact 23 to its front point closes the circuit for motor M causing mechanism SM'to function to openthe switch. The unlocking and again locking of the switch SW causes circuit controller PB to func tion as heretofore explained. The operation of the switch SW causes circuit controller SB to functionas heretofore explained, with the result that control relays C3 and Cd are energized. Indication 4G is now displayed since track relay T3 is energized. As the indication of signal 3G is in a condition for proceed, it is now displayed since its circuit is closed at contact 99.

The train proceeds on the authority of indication 4G into section for the track circuit T2, relay T2 being de-energized, control relays Ci, C3, C4 and C2 are all de-energized and the corresponding signals are in a condition displaying stop, except 4R is not displayed when track section for T3 is not occupied. Since contact 5 I is open, relay S is de-energized. Since contact 2i is open, the switch motor M cannot operate. During the time the train is in the section for track relay T2, the power plant is operated as the control relays C2 and C! are de-energized, closing their respective back contacts 62 and 83, energizing relay PS. The details of operation of thepower plant are heretofore explained.

As the train proceeds out of the section for track relay T2 into that for track relay TI, relay T2 again becomes energized, closing its contacts. Since front contact 2i and back contact 23 are now closed, motor vi operates the mechanism SM to move the switch SW from the open to the closed position. Consequent with the operation of closing the switch SW, the circuit controllers PB and SB are operated with the result that the contacts of these controllers are returned to normal condition. The signal indications now exist in the condition of stop for signals 4 and 2 with IG and SR being displayed. As relay C2 is deenergized and remains de-energized as long as its block is occupi d, contact 62 remains closed and relay PS energized continuing the power plant in operation. As soon as the block of signal 2 is cleared, relay C2 becomes energized, opening its back contact 62 and stopping operation of the power plant. All .signals are now restored to normal condition.

t will be observed that the switch, the various relays and the signals may be operated direct from battery B2 without the power plant being operated. However, the design of the system should take into account the number of train movements and the amount of energy required by the system for each train movement in such a way that the period of operation of the power plant per day will be suilicient to generate at least as much power as has been consumed per day in the operation of the switches and signals. The function of battery B2 should really be that of floating across the terminals of the generator GEN. A proper design will provide a battery B2 of suificient size that it will take care of the operation of the plant for a day or two in case th power plant should become inoperative for some reason.

The hand switch I3 is provided for use in emergencies. For example in a case where a train approaching the switch SW may have opened it, and then on it being found necessary that the train not pass over the switch SW, same could be restored to normal position. This is done by operating the hand switch l3 to open the circuit of relay SQ Contact 23 being closed on its back point and the circuit complete otherwise, the switch SW will return to its normal position.

Hand switch H0 is provided in parallel with the contacts 8 and H4 for convenience in opening the switch SW in case, for some reason, it is not opened by operation of the apparatus on the train. The closing of switch H0 energizes relay S with the consequent functioning of motor M with the mechanism SM to open the switch.

The switch stand I I3 is of the well known type which will permit of the switch SW being operated by hand in case th switch operating mechanism is inoperative for some reason.

Wi h reference to Fig. 2, assume a train proceeding over the main track the direction of the arrow E, the switch SW not being operated, for the movement:

As it enters the block of signal 2, for example in the sect m for track relay Ti, control relay C2 is de-energ ed by reason of contact i9! being opened. making back contact 223 places signal 2 in the stop cond i The making of back contact 22? closes the circuit displaying indications IG and The closing of back contact 22? causes cner ization of relay PS. The closing of contact ii completes the circuit operating starting met 2: STi, causing the turning over of engine The closing of contact !39 in the ignition circuit places engine GE! in the condition for lf operation. Since the generators G-Ni and GH'Z are coupled to c gine GEi, both are operated, (3N! to energize relay Bill, and GN2 to energize relay RG2. When relay RGI is energized, the circuit closed at front contact 29 for current to flow to battery B2 to charge the same and also to feed the various circuits through leads I29 and H2. When relay RG2 is energized, the circuit is need through front contact it? for charging the battery B4 providing contact M3 is closed, but in this case since the switch has not been operated, contact MB is open. As soon as back contact 929 is broken, the circuit for the s arting motor ST. is open to stop said motor. However, it is known that when the gasoline engine is rotated to a certain speed, it is usually in condition for self-operation. Therefore, the governor G-V, being set to open the con-- tact 26 at a predetermined speed, opens the circuit for starting motor ST! to stop the same; and this may happen before back contact 128 opens.

When the train is in section for track circuit T2, control relays Cl and C2 are de-energized, by reason of contacts i1! and H26, respectively, being open. All signals are now condition ror indicating stop. By reason of back contact 22! being closed, indications 1B and 3B are displayed. By reason of back cont ct 225 being closed, indication 2P. displayed. Contacts 281 and 228 are now both closed in parallel, maintaining relay PS energized and the power plant continues operating to charge the battery B3 and furnish energy to the various signals and relays the same as heretofore explained. Since the switch SW has not been operated, generator GNZ is not furnishing energy to battery B5 or to the connected switch circuit.

When the train has passed out of the section for track relay T2 into the section for track relay TE (not shown), control relay C! is maintained in a de-energized position, but control relay C2 becomes energized by reason of contact I having become closed. Signals i and 3 are in a condition for indicating stop, but the indications are not displayed since the circuits for IR and 3B are now opened at back. contact 221. With the energizing of relay C2, contact 223 is shifted from its back point to its front point, therefore, indication ZG is displayed because contact 225 is closed. Since contact 2D"! is still closed, relay PS is maintained energized and the power plant continues to operate. When the train out of the block of signal l, control relay Cl is again energized. None of the signal indications are now displayed and since back contact 261 is open, relay PS becomes de-energized, opening its contacts I2 and I39 and the engine GEI is stopped, discontinuing the operation of the power plant.

With reference to Fig. 2, assume a train passing over the stretch of main track in the direc tion ofthe arrow W, the switch SW not being operated for this movement:

As the train enters the block of signal C-i for example in track section of T4, relay T4 (not shown) for that section is de-energized, and opens the circuit of control relay CI, de-energizing same. As back contact 225 is now closed, signal indication 2G is displayed. As back contact 261 is now closed, relay PS is energized, closing its contacts H25 and i39. motor STI operates to start the engine GEI. With the engine GE! operating, the generators GNl and GNZ coupled with engine GEI are also operated. to energize their respective relays RGI and RG2. With relay RGl energized, back contact of 52% is opened'and front contact of I28 is closed. With the opening of back contact IZe the circuit for motor ST! is opened; With the closing of front contact I29, the circuit is complete for generator GNI to charge battery B3 and furnish energy to various connected circuits through conductors 32% and I72. Contact M9 is closed in the circuit for generator GN2, but since this circuit remains open at contact I56, because the switch is not open, energy is not supplied to battery B4 and the connected. switch circuit. Governor GV operates at a prescribed speed to open contact 126 in the motor circuit to stop the motor STI.

When the train is in the track section for relay T2, control relays CI and C2 are both de-energized and all signals are in a condition to give a stop indication, ER, SR and 2B being displayed. Since the circuit for relay PS is now closed at both contacts EM and 228, this relay is maintained energized with the consequent continuance in operation of the power plant as heretofore explained.

When the train is in the section of track relay Tl, de-energizing this relay, contact 597 is opened, maintaining control relay C2 in a deenergized condition. Since contact 22? is closed,

signal indications IG and 3R are displayed, relay Cl having become energized by reason of the closing of contact Ill when the train left the section of relay T2. As contact 228 is still closed, relay PS is maintained energized with the consequent continuance in operation of the power plant. When the train passes out of the block of signal 2, all circuits are restored to normal, relay PS is de-energized and the power plant stops operation.

With reference to Fig. 2, assume the train operating from the main track to the siding, the switch SW being operated for this movement:

When the train enters the block of signal 2, relay C2 is de-energized. With contact 223 on its back point, signal 2 is in a condition to display a stop indication. With contact 227 closed, indications H6: and 3B are displayed. With contact 228 closed, relay PS is' energized, resulting in the consequent operation of the power plant as has heretofore been explained, for the charging'of battery B3 and furnishing energy to its connected circuits.

As the train proceeds, contact Xi is closed, for example by an attendant manually closing the same, or by a dispatchers selector being operated to close the contact. The closure of contact XI energizes relay S to close its front contact I59.

The closing of this latter contact maintains relay S energized in a stick circuit. With front con- The contact I24 being closed, the

tact I54 closed, the motor M operates the medianism SM to open the switch. When the switch mechanism starts to operate, unlocking the switch, circuit controller PB is operated, opening all its contacts. When the switch is in the open position the last operation of mechanism SM, locking the switch SW again closes the contacts of circuit controller PB. The operation of the switch SW also controls the circuit controller SB so that when the switch is in the open position, contacts I82 and Ziil are open and contacts I88, E94 and I45 are closed. With the opening of contacts I82 and Ziil, the circuits for control relays CI and C2 respectively are opened, and with the closing of contacts I88 and ESQ, the circuits for control relays C3 and C5, respectively, are closed. With the energizing of relay C3, contact 204 is made on its front point and since contact M3 is made on its back point, indications IR. and 3G are displayed, contact 22'! still being closed. The signals are now displayed, authorizing the train to enter thesiding.

When the relay S was energized, back contact I8i3 in the circuit for control relay Cl was broken, de-energizing that relay. As this would occur quickly after contact XI being momentarily closed, the display of indication IR in advance of indication 3G could be accepted as an indication to the train that the relay S was functioning to control the opening of the switch.

As contact. I46 is now closed, generator GN2 charges battery B4 and furnishes energy to the connected switch circuit.

With the train in the section for relay T2, this latter is de-energized, opening its contacts, so that all control relays are now tie-energized and all signals are in a condition for indicating stop, IR, 3R and 2B being displayed. Contacts 228 and 2% are both closed, and the power plant continues in operation for the generator GNI to furnish'current to battery B3 and its connected circuits and generator GN2 to furnish energy to battery B41 and its connected switch circuit. With the de-energizingof relay T2, contact I58 is opened, causing relay S to become de-energized, making contact I54 on its back point; but the switch motor M cannot operate for the reason that its circuit is now open at contact ISI.

When the train has passed through the section for track relay T2 into the siding, track relay T2 becomes energized. With the closure of contact Eel, the circuit for motor M is complete through back contact :53, and the mechanism SM functions to automatically return the switch SW to the closed position. When the switch SW reaches the closed position, contact I46 is opened and the operation of generator GN2 in furnishing current to battery B l and the motor circuit is discontinued. Also, with the energizing of relay T2 and the return of the switch SW to its normal position, closing contacts I82 and 2M, control relays CI and C2 become re-energized so that contacts 2M and 228 are again opened, causing relay PS to become de-energized with the consequent discontinuance of operation of the power tendant manually closing same, or by a selector operated from a dispatchers selective system, with the result that relay S is energized, closing its front contact I69. The closing of contact I69 places relay S inastick circuit. With contact I54 "to'function to open the switch.

.:position and locked when the contacts of PB are again'closed. Circuit controller SB is-also caused tofunction. With the switch inthe open position, contacts I82 and 253i are open in the circuits of signals I and 2 respectively, and contacts I88, 1:94 and M6 are'closed in thecircuits of signals 3 and 4 and generator GN2 respectively. With the energizing of control relay 04, contact 2|! is made on its front point and indication 4G is displayed, due to the fact that-the train now has entered the section :for relay T3, de-energizing this relay and closing back contact -2l9. Since control relays Cl and C2 are now deeenerg'ized,

due tothe switch being intheopen position, contacts 225 and :22! cause displayof indications 2R,

, IR and 3G. Contacts .2lll and 228 are closed energizing relay PS and consequently placing the power'plant in operation, generator GNI operat- .-ing to furnish .energy to the'battery B3 andits connected circuits and generator GN2 operating 5 to furnish-energy -to battery B4 .and its connected switch motor circuit.

When the .train proceeds into the section for I track relay FI'2, that relay is de-energized, open- -ing all of its 'front contacts, with the consequent de-energization of relay S at contact -i511, the opening of the motor circuit-at contact l5! and i the de-energization of all of the controlrelays. Whileall signals are in a condition to grvethe stop indication, only 2R, 1-H and 3R are displayed Since contacts 201 .and 228 are closed, relay PS continues to be energized and generators GN] and GN2 to operate to furnish energy to their respective batteries and circuits.

As the train enters the section for relay TI and clears the section for relay T2, the latter relay becomes energized. Immediately, when contact l5l is closed, motor M operates to cause mechanism SM to close the track switch SW, restoring contacts of circuit controller SB to normal condition. Control relay Cl now becomes energized, shifting its contact 2l3 to its front polnt and causing the display of indication IG. As the control relay C3 is de-energized, the indicatlon 3R is also displayed. Since contact 228 remains closed, the power plant continues to function, but as contact I46 is open, only generator GNI is active in furnishing current to its battery B3 and the connected circuits. When the train has proceeded out of the block of signal 2, all circuits are returned to their normal condition with the result that none of the indications are displayed and the power plant ceases to operate.

With reference to Fig. 3, the circuits and the method of operation for the power plant illustrated in Fig. 3 are similar to that for Fig. 2.

Alternating current is available for signals, for example, from leads 255 and 256 of transformer TR. Direct current of the voltage of battery B5 is available, for signals or any other service, from leads 253 and 254. Alternating current of the voltage of the generator GNA is available at the terminals of the generator. Energy for operating various devices, the switch mechanism motor M of Fig. 2 for example, is available from leads 25! and 252.

It will be observed that with the construction indicated in Fig. 3, the battery B6 is not essential. Assume that the switch SW is to be operated for a train, either contact XI or X2 of Fig. 2 being closed for that purpose, relay S is energized in a stick circuit closing the contact 259. This causes relay PS to energize setting the power plant in action as heretofore explained. Since either X1 or X2 is closedwell inadvance of the train reaching the switch SW, the generatorGNA is operating and delivering current to leads 25i and 252 in time for the switch to open before the train reaches it. The battery B6 is then only necessaryin case a duplicate source of power is desired.

.For a train entering the main line from the siding,

the generator GNA is maintained in operation, as heretofore pointed out, long enough for the switch SW .toautomatically return to the normal position. In the case of a train entering the siding from the mainline, it may be arranged for a contact of relay T3 to maintain relay PS energized till the train has cleared track section for relay T2 and the switch SW has automatically returned'to its normal position.

Power plants, such as described in this disclosure, are sufliciently reliable in their operation that signals may be displayed, lamps lighted, and theswitches operated direct from the generator terminals without a'battery being used as a standby. This feature is of particular benefit for track switch operation since considerable power is required 'to operate a track switch quickly,'and

a battery to give that result isexpensive'in-both first-cost and maintenance.

Thedisclosurepertains to'a certain'unit or section of a'track district. In a comprehensive installation a power plant may be used for the operation of every group of signals and switches,

andiposs'iblytfor "single switches and single signals. It will be observed in Fig. 2 that I have made provision for other units to get energy from the source disclosed, for example conductor 233 is presumed to lead from a signal (not shown) at the other end of the siding; and conductor 23l is indicated as belonging to a signal (not shown) to the left of the illustration.

While I have made use of the electrolytic cell as a valve in this disclosure to prevent a reverse flow of current from the battery to the generator, I may like to use other means, without departing from the spirit of the invention, to accomplish the same purpose, as the well known reverse current relay, possibly incorporating same as a feature of the RG type of relay shown in the drawings.

While I have disclosed the invention in connection with certain applications and circuit arrangements, it should be understood these are only typical, and furthermore, the complete combination need not be used in all cases. The system, in one phase of the invention, provides means for initiating the generation of power by the passing of a train, regardless of whether said power is in the form of electrical energy for operating a switch, lighting a local station or otherwise, or whether the power is stored in the form of compressed air available for operating switches or other purposes.

What I claim as new is:--

1. In a system for operating a railway switch, a stretch of track containing the switch, mechanism for operating said switch, instrumentalities for controlling said switch, including means operable by a train while within said stretch, and a power plant controlled by said means furnishing energy for said mechanism and comprising a battery, a generator for charging said battery, an engine for driving said generator and circuit controlling means operative by said switch making said generator eiiective in charging said battery only when said switch is reversed.

2. In a system for operating a railway switch and signals, a stretch of track containing the switch, mechanism for operating said switch, signals governing traffic within said stretch, instrumentalities for controlling said mechanism and said signals including means operable by a train while within said stretch, and a power plant controlled by said means furnishing energy for said mechanism and signals comprising a battery for said signals, a generator connected therewith for charging said signal battery, a battery for said mechanism, a second generator for chargingsaid mechanism battery, an engine for driving said generators, and circuit controlling means made operative by said switch, rendering said second Hgenerator effective in charging said mechanism battery only when said switch is, reversed and moving to and from said reversed position.

3. In a railway operating system, the combination comprising a stretch of track with an electrically operated track switch therein, electrically operated signals for governing tratfic over said stretch of, track, a generator for supplying 7 operating current to said signals and said switch,

a track relay associated with the stretch of track, a relay for controlling, said signals and said generator, and a circuit forsaid last relay including contacts of said track relay and contactscontrolled in accordance with the position of said.

' track switch. v

4. In a railway operating system, the combination comprising a stretch of track including two electrically insulated track sections, a track relay for each section, an electrically operated track switch in one section, an electrically operated signal for governing the traffic'over said stretch of track, a generator for supplying ourrent for said signals and said switch, a relay for controlling the indication of said signal and the operation'of said generator, andacircuit for said relay including contacts of both of said track in the limits of one of said track circuits, a mech- 5 anism for operating the track switch, a mechanism circuit controlling the operation: of said mechanism for 7 either position of said track switch, a switch control relay which whenerlergized controls said mechanism circuit to open said ftrack switch and when de-energized controls said mechanism circuit to close said track switch, said switch control relay being'energized by the closure .of a contact controlled at a remote point and de-energized by a contact of the track relay for the track circuit which includes said track switch, a generator for furnishing electric current in the mechanism circuit for the operation of said mechanism, and agenerator control .relay con-- trolling the operation of saidgenerator to start and stop the same, said generator control relay being energized and de-energized by the operation of the relays of said plurality. of track circuits. ARCI-IIBALD G. SHAVER. 

